Fuel starvation: Piper PA-24-180 Comanche, N5520P, fatal accident occurred on February 1, 2024, at Weedon Field Airport (EUF), Eufaula, Alabama

• Location: Eufaula, Alabama 
• Accident Number: ERA24FA102 
• Date & Time: January 31, 2024, 12:48 Local 
• Registration: N5520P 
• Aircraft: Piper PA-24 
• Aircraft Damage: Substantial 
• Defining Event: Fuel starvation 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193731/pdf

https://data.ntsb.gov/Docket?ProjectID=193731

On January 31, 2024, about 1248 central standard time, a Piper PA-24-180 airplane, N5520P, was substantially damaged when it was involved in an accident at Weedon Field Airport (EUF), Eufaula, Alabama. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A witness reported observing the pilot on the airport ramp before the accident airplane’s departure and later observed the airplane taxiing; however, the witness did not see it take off. The following day, a pilot taxiing for departure saw that the accident airplane had impacted the ground near the end of one of the airport’s runways. ADS-B data showed the airplane departed from the runway and then began a turn back toward the runway, with the recorded data ending during the turn.

During the postaccident examination of the airplane, no fuel was present in any of the airplane’s four fuel tanks except for about one-half gallon of fuel recovered from the left wingtip tank. Although the left main fuel tank was breached during the impact sequence, no fuel was found in the intact right main or right wingtip tanks. The airplane was equipped with two fuel selectors, and the right fuel selector was found positioned to the right main tank and was fully seated in the detent for that position, while the left fuel selector was found in the off position. No evidence of any preimpact mechanical malfunctions or failures of the airframe or engine was identified during the examination.

The absence of fuel in the fuel tanks after the accident, particularly the selected and intact right main fuel tank, and combined with the lack of evidence supporting a mechanical reason for a loss of engine power, suggest that all of the available fuel in the right main fuel tank had been exhausted during the accident flight takeoff. This ultimately resulted in a loss of engine power due to fuel starvation. The airplane subsequently impacted terrain as the pilot attempted to maneuver back toward the departure runway.

- Probable Cause: A total loss of engine power due to fuel starvation as a result of the pilot’s inadequate fuel planning/management.

VFR encounter with IMC: Piper PA-32-260 Cherokee Six, N3264W fatal accident occurred on March 10, 2024, near Madras, Oregon

• Location: Madras, Oregon 
• Accident Number: WPR24FA105 
• Date & Time: March 10, 2024, 15:03 Local 
• Registration: N3264W 
• Aircraft: Piper PA-32-260 
• Aircraft Damage: Destroyed 
• Defining Event: VFR encounter with IMC 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193907/pdf

https://data.ntsb.gov/Docket?ProjectID=193907

On March 10, 2024, at 1503 Pacific daylight time, a Piper PA-32-260, N3264W, was destroyed when it was involved in an accident near Madras, Oregon. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The non-instrument-rated pilot departed into visual meteorological conditions (VMC) on a day cross-country flight. A power utility company experienced a powerline surge and dispatched a maintenance crew to investigate; upon arrival they discovered the wreckage of an airplane and alerted local authorities.

Flight track data indicated that, after departure, the airplane proceeded on an easterly heading and ascended to 10,000 ft mean sea level (msl) toward the destination airport. The data indicated that the airplane made a series of altitude changes ranging from 10,000 to 13,300 ft msl and made a right descending turn before the recorded data ended.

The airplane impacted sloping terrain in between high-power transmission lines. Witnesses near the accident site reported they observed the airplane descending in a spiraling motion toward the ground. They described the engine as getting louder as the airplane descended or winding up like it was in a dive, like aerobatics at an airshow. A witness noted that the airplane was intact while descending. Another witness reported there were rain showers in the area when they heard the engine.

Review of weather information at the time of the accident and near the accident location indicated instrument meteorological conditions (IMC), icing conditions, and updrafts and downdrafts from mountain wave development. It is unknown if the pilot obtained a preflight weather briefing.

All major structural components of the airplane were located within the wreckage path. Postaccident examination of the airframe and engine revealed no evidence of any preexisting anomalies that would have precluded normal operation.

Toxicological testing of the pilot found no tested-for substances or medications that would have posed a hazard to flight safety or that likely would have contributed to the accident. Due to the condition of the remains, the autopsy did not determine whether any medical conditions were present that may have posed a hazard to flight safety or that may have contributed to the accident.

The series of altitude changes were consistent with the pilot attempting to avoid IMC. While the satellite and local weather radar did show some altocumulus clouds and scattered echoes in the vicinity of the accident, the accident airplane was not in any significant echoes at the time the pilot lost control. Satellite imagery depicted the accident site covered by an area of mid-level clouds with cloud tops near the accident airplane’s cruising altitude at 12,500 ft msl. Icing is common near cloud tops, and the cloud top temperature supported the presence of supercooled liquid droplets. The sounding also depicted strong vertical wind shear near the cloud tops, which is a common feature with icing in cloud tops. IFR conditions, mountain obscuration, icing conditions, and strong surface winds were forecast for the period of the accident.

Based on the flight and weather data, the pilot was likely attempting to overfly the layer of clouds, entered the upper portion of the clouds, then encountered moderate or greater turbulence and structural icing conditions that resulted in his loss of airplane control. 

- Probable Cause: The pilot’s continued visual flight rules flight into instrument meteorological conditions, which resulted in an encounter with turbulence and structural icing conditions, loss of control, and subsequent impact with terrain.

Beechcraft A36 Bonanza, N66519, fatal accident occurred on March 7, 2026, near Gulf Shores, Alabama

• Location: Gulf Shores, AL 
• Accident Number: ERA26LA140 
• Date & Time: March 7, 2026, 19:00 Local 
• Registration: N66519 
• Aircraft: Beech A36 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202614/pdf

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N66519

On March 7, 2026, about 1900 central standard time, a Beechcraft A36, N66519 was destroyed when it was involved in an accident near Gulf Shores, Alabama. The pilot and one passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The flight departed Flagler Executive Airport (FIN), Palm Coast, Florida, destined for Gulf Shores International Airport (JKA), Gulf Shores, Alabama.

Preliminary ADS-B data showed the airplane departed FIN and made two left turns to join an outbound heading of 278° with some minor course adjustments primarily along a direct flight path. The airplane climbed to and leveled off at 6,000 ft mean sea level (msl) until passing Pensacola, Florida. At Pensacola, the aircraft began a gradual descent to 1,500 ft.

Preliminary air traffic control (ATC) communications revealed that during the approach phase of the flight, Pensacola approach control instructed the pilot to turn right to a heading of 360°. The pilot acknowledged and reported a weak radio signal. Shortly afterward, ATC advised the pilot he was 4 miles from the final approach fix and instructed him to turn right to a heading of 060° and to maintain 1,600 ft until established on the final approach course. The pilot was then cleared for the RNAV runway 9 approach, and he correctly acknowledged all the instructions. The controller asked if his radio reception had improved and the pilot reported, “slightly better”. The pilot began his right turn but stopped the turn on a heading of about 050° and flew through the final approach course. The approach controller advised him that he had passed through the final approach course and instructed him to turn to a heading of 110° to rejoin the final approach course. The pilot did not acknowledge the first transmission but correctly acknowledged the second instruction. The airplane entered a descending right turn and leveled off briefly at an altitude of 800 ft on a heading of about 150°. It then entered a gradual tightening left turn and climb to 1,300 ft, before transitioning into a steep descending turn. The airplane impacted the water on a heading of between 300° and 324° at a ground speed of about 165 knots.

Underwater sonar scans showed the wreckage was scattered over an area 700 ft long by 300 ft wide in water depths of 8 9 ft.

Portions of the wreckage have been recovered and retained for further examination.

Robinson R22 Beta II, N74557, incident occurred on March 23, 2026, in Poinciana, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N74557

- History of Flight:
On March 23, 2026, at about 1433 local time, a Robinson R22 Beta II, N74557, sustained unknown damage following a forced landing in a field due to a loss of engine power in Poinciana, Florida. The sole pilot onboard was not injured.

ADS-B data show that the helicopter landed next to the Mac Overstreet Park.

Figure 1

Figure 2

Piper PA-44-180T Seminole, N8360V, incident occurred on March 24, 2026, at Salt Lake City International Airport (SLC/KSLC), Salt Lake City, Utah

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N8360V

- History of Flight:
On March 24, 2026, at about 0009 local time, a Piper PA-44-180T Seminole, N8360V, registered to Saturn International LLC, sustained unknown damage when it suffered a nose gear collapse during touch-and-go practice on runway 17 at Salt Lake City International Airport (SLC/KSLC), Salt Lake City, Utah. The pilot and passenger were not injured. The flight originated from the South Valley Regional Airport (U42), West Jordan, Utah, at 2326 LT.

- Weather:

METAR KSLC 240554Z 15005KT 10SM CLR 13/M01 A3002 RMK AO2 SLP137 T01331006 10211 20133 50005

METAR KSLC 240654Z 15006KT 10SM CLR 12/02 A3003 RMK AO2 SLP140 T01220017 402170100

Piper PA-28R-200 Cherokee Arrow II, N962MS, incident occurred on March 23, 2026, at Brackett Field Airport (POC/KPOC), La Verne, California

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N962MS

- History of Flight:
On March 23, 2026, at about 1738 local time, a Piper PA-28R-200 Cherokee Arrow II, N962MS, registered to Mt San Antonio College, sustained unknown damage when it suffered a landing gear collapse upon landing on runway 26L at Brackett Field Airport (POC/KPOC), La Verne, California. The flight instructor and student pilot were not injured. The local training flight originated from the airport at 1632 LT.

The winds were from 250° at 10 knots.

- Weather:

METAR KPOC 232147Z 25010KT 10SM CLR 27/11 A2992

METAR KPOC 232247Z 24010KT 10SM CLR 28/12 A2991

The Airplane Factory Sling LSA, N870JA, accident occurred on March 23, 2026, at North Palm Beach County General Aviation Airport (F45), West Palm Beach, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N870JA

- History of Flight:
On March 23, 2026, at about 2247 local time, a The Airplane Factory Sling LSA, N870JA, sustained substantial damage when it struck a deer during touch-and-go practice at the North Palm Beach County General Aviation Airport (F45), West Palm Beach, Florida. The pilot and passenger were not injured. The local flight originated from the airport at 2228 LT.

Robinson R44 Raven II, N478AT, fatal accident occurred on March 23, 2026, in Boynton Beach, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N478AT

- History of Flight:
On March 23, 2026, at about 1221 local time, a Robinson R44 Raven II, N478AT, registered to Airmen Testing and Training Inc out of Lantana, Florida, was destroyed when it was involved in an accident in Boynton Beach, Florida. The flight instructor and student pilot were fatally injured. The training flight originated from the Palm Beach County Airport (LNA/KLNA), Palm Beach, Florida, at 1121 local time.

A witness reported that he saw a maroon-colored helicopter dropping out of the sky, and pointing straight toward the ground. "It just nosedived right into the roof, and it punched a hole in the roof."

According to to preliminary air traffic control (ATC) recording, the pilot was heard saying "... Hey ... we are going to land out here in one of the fields we've got something going on with the helicopter." The controller responded "Hey 8AT you good I didn't hear that call?" An unknown voice was heard responding "He said he is going to land at one of the fields, there is a problem with his engine." A few seconds later the pilot was heard saying "Hey 8AT I am on the shoreline I am coming down to see whats going on..."

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data, the helicopter departed KLNA and headed east towards the shore where it flew alongside the coast at an altitude of 500-600 ft. At 1146 LT, the helicopter started going southwest in preparation to land at the Downtown Fort Lauderdale Heliport (DT1), Fort Lauderdale, Florida. The helicopter circled the heliport and landed at 1149 LT. At 1152 LT, the helicopter departed the heliport, climbed to 400 ft, and headed west. At 1158:38, the airplane turned right and headed north. At 1206:03, the helicopter turned right and headed east. At 1209:00, the helicopter turned left and was now heading north. During this entire period, the helicopter was cruising at 400 ft, with groundspeed values averaging 80 knots. At 1214:53, the helicopter climbed to 600 ft and starting heading east. At 1217:54, the helicopter overflew Antiquers Aerodrome (FD08), Delray Beach, Florida, at 600 ft. At 1220:13, the helicopter turned left, and began a climb to the north to 700 ft. At 1221:15, the helicopter was at 700 ft and descending 250 feet per minute (fpm), at this point, the helicopter had decelerated from about 81 knots (from the start of the turn) to 68 knots groundspeed. At 1221:25, the helicopter was at 500 ft, 72 knots GS, and descending 2300 feet per minute. The last ADS-B data point was recorded at the edge of the warehouse, the helicopter was at 200 ft, 52 knots groundspeed, and descending 9850 feet per minute (fpm).

Figure 1: Overview of ADS-B exchange data.

Figure 2: Closeup of final 9 minutes of flight.

Figure 3: Final 2 minutes of ADS-B data.

- Pilot Information:
Unknown.

- Aircraft Information:
The accident aircraft, serial number 1006, was a four-seat, single main rotor, single-engine helicopter, was constructed primarily of metal, and manufactured in 2001. The primary structure of the fuselage was welded steel tubing and riveted aluminum sheet. The tailcone was a monocoque structure in which aluminum skins carried most of the primary loads. Fiberglass and thermoplastics were used in the secondary structure of the cabin, engine cooling system, and in various other ducts and fairings. The helicopter was powered by a 260-horsepower Lycoming O-540 engine.

- Wreckage and Impact Information:
The helicopter came to rest to rest inside a warehouse after going through a lightweight truss roof. There was no post crash fire. There was a single point of entry in the roof and no other debris surrounding the hole. The impact appears consistent with an attempted forced landing, but without further photos or damage description, it is hard to analyze this further.

Figure: Overview of accident site, note lack of debris outside of the hole.

- Weather:

(1) METARs:

METAR KLNA 231555Z AUTO 30003KT 10SM CLR 26/04 A3013 RMK AO2 T02610039

METAR KLNA 231615Z AUTO 23003KT 10SM CLR 26/04 A3013 RMK AO2 T02630043

METAR KLNA 231635Z AUTO 36003KT 10SM CLR 27/05 A3013 RMK AO2 T02660048

METAR KLNA 231655Z AUTO 31007KT 10SM CLR 27/05 A3012 RMK AO2 T02720054

METAR KBCT 231753Z 10008KT 10SM CLR 26/11 A3009

- Additional Information:
None.